Stack cover mechanism



July 10, 1951 J. w. BOSWELL ET AL STACK COVER MECHANISM 3 Sheets-Sheet 1Filed March 19, 1947 E m E L L E w s 0 B W N. H 0 J an R m W W E c A R 0H July 10, 1951' J. w; BOSWELL ET AL 2,560,272

' STACK COVER MECHANISM Filed March 19, 1947 s Sheets-Sheet? JOHN W,Boswsu I Homac: W. WATERS. /mj/fm July 10, 1951 J..W. BOSWELL ET ALSTACK COVER MECHANISM 3 Sheets-Sheet 5 Filed March 19, 1947 uh kw EranZsrs.

JOHN W. BOSWELL. Haluc \A/. WATERS.

csl'ippery if coated with ice.

Patented July 10, 1951 ATENT ossl cs STACK COVER MECHANISM 301m W.Boswell and Horace Waters, Macon, Ga.

Application March 19, 1947, .SerialsNo. 135,746

8'Claims. l

Thisinvention relates to a stack covermecha- ,nism and more particularlyto a cover mechanism for simultaneously covering or uncovering aplurality of exhaust stacks.

The present invention is particularly applicable for use with Dieseltype locomotives to pre- ,vent ;moisture from. entering the exhaust.stacks when the Diesel engines are shutdown. As is well known, in theconventional type of Diesel -locom,0tive, the exhaust stacks extendvertically upwardfromthe roof of the locomotive andare open to theatmosphere. Accordingly, if the Dieselengines are shut down and thelocomotive left in the o pen, it is readily possible for moisture.toenterthrough thev exhaust stacks and serious- ;lyldamage thecylinders and valves in the engines.

zHeretofore, it has been the usual practice to applythe exhaust stackcovers by carrying them up ontop of the locomotive and manually placingthem overeach stack. This is a-relatively time- ,consuming procedure,and in .freezing weather, can be a rather hazardous operation since theLroof of a,ilocomotive isoval and becomes quite To ,.overcome thesedisadvantages, we have ,in-ventedastack cover mechanism which iscarri'edonthe locomotive and which can be operated ,from within thelocomotive cab. By a simple manipulation,,of a control handle, thelocomotive exhaust stacks can be simultaneously covered oruncovered.Ourmechanism isrugged and reliableiin servicecand enablesthe personoperating thejlocomotiveto know, .before heleaves the 1ocomotive cab,.whether the exhaust stacks are covered or uncovered; There is noneed toclimb up onto the toner the locomotive to applyor remove the stackcovers.

'Itis, therefore, an object ,of ourinvention to provide a rugged andreliable stack cover mecha- ,nism particularly adapted for useonlocomotives to s mu taneously ov or un e the exha stacks.

Ibi anothe bj f ,ou inv ntion ,t pr

I vide a;s tack cover mechanism particularlyadapted for use onlocomotives in which individual stack covers areattaohed to anactuatingmeans common to eachof them which is operated from Within'the cab of the,locomotive,thereby eliminatingthenecessity of a climbing upon thelocomotive to applyor remove the covers .by hand.

Itpisstill another object of .our invention to provide a stack covermechanism particularly adapted for use ,on locomotives which enables theopfirator of thelocomotive to .cover or unover'thejlocomotive exhauststacks from within Qthelocomotive cab and to ,know, before he leavesexha s ack .common to-each of them which enters into and,

.is operated from within the cab of the;locomoti,v e

land in which means is provided to prevent the .10 entrance of moisturewhere the shaftienters the locomotive cab.

It is a still further object of our invention ;to provide a stack covermechanism particularly adapted for use on lOCOmQtiVes in whichindividual stack covers argatt-ached :to an actuating shaft whichincludes flexible connections and i in which guide means are provided toprevenfibin d- .ingof the shaft during operation.

These and other objects and ,advantages.,,of.pur

invention will become apparent from the following description-taken inconjunctioniwithythe at- ,tached drawings in which:

Figure 1 is a side-elevation View showing a Diesel type locomotivewithone formlof our stack cover mechanism.mounted thereon, saidmechanism being :shown in stack closed position;

,Figure' 2 is1a plan view of'thesta ck cover mech- ,anism shown inFigure land also shows a' por- .tion of the roof of the locomotive;

Figure 3 is an enlarged cross sectional ..view so taken on line III-IIIof Figure 2 but withitne stack cover being shown in open of closedposition as ,isshownin Eigure 2 Figure 4 :is :an enlarged end ,viewofthe :staq'k cover .mechanism shown in Figures 1 and :2, ,as

.viewed vfrom ,the handle .-end cofkthe .mechanism Figurefi is anenlarged detail viewfillqwing the-manner in which thes'tack covermechanism extends into the locomotive cab Figure 6 .is .acrossesectional ,view, taken on 40 lines VI VI of Figure ,5, showing theseal ar- .rangement; Figure '7 va. side elevation view showing {theupper portion .of ,a locomotive similar to that shown in Figure 1 ,with.an alternate jorm nf ourstack cover mechanism ,mountedthereon saidcover mechanism being position;

Figure Bis ai-plan view of the stackcovermechanismshown in Figure 7 andalso .showsja-por- ,tion of the [roof of .the locomotive shown rinilfig- .Figure 9 .is a view similar to thattof 7 Figure .-7 with the,stack cover mechanism "losing ,lshown inrstack open position;

,Figure 1.0 isanenlarged plan view of thelocono i sn nstea h w i s a k tnsedof the locomotive erally by the reference numeral I4. 'tudinal shaftI4 has attached thereto a plurality of stack covers I5, which, --thedrawings, are shown as covering the locomolong shaft were providedmotive stack cover shown at the right-hand end of Figure 8, but withsaid stack cover being shown in stack open position; and

Figure 11 is a cross-sectional view taken on line XI-XI of Figure 10.

Figure 12 is a vertical cross-sectional view taken on line XII-XII ofFigure 3.

While we have illustrated practical embodiments of "our invention asbeing particularly applicable to locomotive vehicles, it is to berealized that our invention is also applicable to other types of powerplants having an exhaust stack and control cab arrangement with whichour stack cover mechanism could be readily used. Accordingly, we do notintend, by our specific reference to locomotive vehicles, to restrictthe scope of our invention solely to such vehicles.

In Figure l of the drawings, the roof ofthe Diesel type locomotive I isindicated generally by the reference numeral II and the locomotive cabis indicated generally by the reference numberal I2. Mounted upon thelocomotive roof II are a plurality of individual brackets I3 which arepositioned along a line extending lengthwise roof and to one side of thelocomotive exhaust stacks I6, and which support sections of alongitudinal shaft indicated gen- The longiin Figures 1 and 2 of tiveexhaust stacks I6.

This longitudinal shaft I4, which may be fdesignated as a control shaft,is made up of a plurality of individual shaft sections Il. As can beseen from Figures 1 and 2, these individual 'shaft sections I! extendlongitudinally of the locomotive II] and above the roof II. joints I8interconnect the individual shaft sec- -tions I! to provide a flexiblearticulated shaft arrangement. sections to guide and maintain them insubstan- Universal The brackets I3 receive the shaft tial alignment. Forexample, each shaft section I'I above the roof of the locomotive issupported, between the universal joints I8, by one or more of thebrackets I3 to maintain that shaft section steady and in alignmentrelative to the locomotive exhaust stacks I6. cent shaft sections maynot be exactly in align- Of course, adja ment with each other because ofthe universal joint connection I8 between them. However, the

universal joints I8 are provided to permit some variation in alignmentbetween the adjacent shaft sections in order that the individual secjtions will not bind against their support brackets I3 during operationof the stack cover mechanism. It should be apparent that if a singlecontinuous along the roof of the locomotive, possible binding of thisshaft might occur during usage of the mechanism and consequently, thearticulated shaft arrangement provides the flexibility to guard againstsuch a possibility. Furthermore, having separable shaft sections makesit possible to replace individual sections and stack covers morereadily.

Each guide bracket I3 includes a horizontal flange I9 which is suitablysecured, as by welding, to the locomotive roof I I. Each guide bracketalso includes a substantially vertical body portion 20 having a hollowpipe 2I extended therethrough to form a journal. As can be seen fromFigures 1 and 2 of the drawings, the hollow pipe 2| extends horizontallyand equally from opposite sides of the body portion 20 of each bracketI3. This hollow pipe 2| thus forms a bearing which receives anindividual shaft sec tion I1 and each of the hollow pipes 2| is oflarger diameter than shaft section II carried by it so that the shaftsection will not bind within the bearing member 2I and yet will beguided and supported by the bearing to prevent excess vibration ormisalignment of the shaft section during operation of the locomotive.

The stack covers I5 are substantially flat metal members which areattached along one side to individual shaft sections II. In theembodiment of our invention illustrated in Figures 1 and 2, each stackcover I5 is shown as being of sufficient length to cover a pair ofexhaust stacks I6. While this is a preferable arrangement, it by nomeans excludes the possibility of having an individual separate coverfor each locomotive exhaust stack. Referring to Figures 2 and 3, thestack covers I5 are shown as being welded along an edge 22 thereof to ashaft section II. This, of course, rigidly connects the stack covers tothe shaft sections so that, upon movement of the shaft sections, thestack covers will also be moved. While welding is employed by us as themeans of attachment between the stack covers and the shaft sections, itis readily evident that suitable bracket attachments or rivetattachments could be used. Again referring to Figures 1 and 2, it can beseen that the individual stack covers are aligned longitudinally and areall attached along the same sideline to the control shaft I4 so that,upon movement of this shaft, all of the covers will move simultaneously.

At one end of the control shaft I4, a shaft section I? extends into thelocomotive cab I2. Details of this arrangement are best obtained fromFigure 5 of the drawings. There it can be seen that a hollow tube 23extends at an angle to the horizontal through the roof '24 of thelocomotive cab I2. A weld connection is made between the hollow tube 23and the locomotive cab roof 24 as is indicated at 25 to exclude moisturefrom entering the cab where the tube enters the cab and to rigidlysupport this tube. The end shaft section II passes through this hollowtube and terminates at a handle 26 which is positioned within thelocomotive cab I2. A'suitable socket connection 21 can be made betweenthe handle and the end of the shaft section II. Where the shaft sectionI! enters the tube 23, a cap 21 is provided which contains an annularseal 28 for preventing moisture from entering the locomotive cab throughthe tube 23. Details of this arrangement can be observed from Figure 6of the drawings. Preferably, the cap 21 is screwed onto the tube 23 andretains the seal 28 firmly in place. While the seal 28 prevents thepassage of moisture into the tube 23, it is not so tight as to preventfree movement of the shaft section II.

At its end opposite the handle 26, the shaft section I1 is secured to abifurcated member 29 which coacts with a similar bifurcated member 36attached to the adjacent shaft section I! to form a universal joint I8.Of course, this type of universal joint is well known and forms, per se,no part of the present invention. By means of this type of universalconnection the shaft sections can be simultaneously rotated even thoughthey are not in longitudinal alignment.

In Figure 4 of the drawings, the handle 26 is shown in solid outline asbeing in handle closed" position. In this position of the handle, thestack covers I5 are likewise closed, as can be seen from Figure 4. Thestack covers, of course, rest upon the exhaust stacks IS in closedposition. To open the exhaust stacks, the handle 26 is rotatedsubstantially as is indicated in dotted outline in ;Figure;4. Whenthisoccurs, the stack covers |likewiseare rotated substantially .180",

also indicated in dotted outline in Figure 4 and come torestuponsupportbrackets 3| .which are Eachof these support brackets consists .of ametal member having a .body portion 32 in the form of an inverted V andoppositely extending foot flanges 33 and 34. The foot flangesaresecured, as by welding, to the roof ll of the locomotive and the bodyportion 32 is of substantially thesame height as an exhaust stack Hi.The

support brackets 3| are positioned with their foot portions :33and34extendingelong a common line substantially parallel to the controlshaft J4 and, being of substantially the same height as theexhauststacks l6, provide a support which will allow the stack covers |5to rest substantially horizontal upon the brackets when inopen position.

In the embodiment of our invention illustrated in Figures 7-11 of thedrawings, the stack cover mechanism is slidable between ,open and closedpositions. Referring to these figures, 35 denotes the upper portion of alocomotive similar to the locomotive l6 shown in Figure 1 of thedrawings. This locomotive 35 includes acontrol cab 36 and has a roofdesignated generally by the reference numeral 31. A plurality of exhauststacks 38 project upward from the roof 3'! and, of course, these exhauststacks are aligned lengthwise of the locomotive.

A plurality of exhaust stack covers 33 are in longitudinal alignmentand, in the arrangement disclosed in Figures 7111 inclusive, one exhauststack cover is provided for each pair of exhaust stacks 38 similarly tothe provision of a stack cover l5 for each pair of exhaust stacks l5previously described. Naturally, single separate covers could beprovided for each exhaust stack if so desired. These exhaust stackcovers 35 are substantially flat metal members, and each includes apairpf openings and 4|, each of these openings being substantially equalin area to the area of each exhaust stack opening l3. As can be observedfrom Figures 8 and 10, the openings .40 and 4| are off-center lengthwiseof the stack cover 39 so that there is a cover area 42 toone side ofopening 43 and another cover area 43 between opening 40 and opening 4|.These cover areas 42 and 43 are sufficient to cover the exhaust stackopenings .10 of a pair of adjacent exhaust stacks 38 when the stackcover 33 is positioned so that the opening 40 is between the exhauststack openings. This latter positioning is illustrated in Figure 8 ofthe drawings and it can be seen that each exhaust stack 38 iseffectively covered by the stack covers 39.

The stack covers 39 are interconnected by members 44, 45 and 45 whichmay be either metal rods or pipes. Referring to Figure 8, theseconnecting members are positioned to extend from the end of one stackcover to the end of the next stack cover along a center line drawnlengthwise of these stack covers. The connection between an edge of astack cover 39 and its connecting member such as the members 44-46inclusive, may be made by welding or riveting or some such equivalentmeans.

A shaft memberil'i is connected to and extends from the stack cover 39nearest the locomotive cab 36 to a universal .joint connection 48. Acoupling link 53 extends between the universal joint 48 and a seconduniversal joint 49. From this latter universal jointa shaft member 5|extends through a tube or pipe 52 into the interiorof the locomotive cab:36. The hollow pipe 52 extends through the roof of the locomotive cabat an angle thereto and is rigidly welded inposition. The pipe 52 alsohas a seal construction 53 for preventingmoisture from entering thelocomotive cab through the hollow pipe. This arrangement of the hollowpipe 52 including the seal. 53, is similar to the constructionpreviously described with reference to Figures 5 and 6 of the drawings.

A. control handle 54 is attached to .an end .of shaft member 5| and thishandle 54 is, of course, positioned on the inside of the locomotive cab36. Since the stack covers 39 are interconnected by the connecting rods44455, to form a rigid assembly, and since the shaft member .41 connectsthis assembly .to the connecting link 50, which is, in turn connected tothe shaft member 5|, all of these members make a unitary mechanism whichcan be actuated from Within the locomotive cab 35 .by pullingor pushingupon the handle 54.

Each pair of adjacent exhaust stacks 3.3. is .prO- vided with a pair ofstack cover guides 55 .and 58. Details of the .cover guide arrangementare best obtained from Figures 10 and 11. As viewed there, it can beseen that .guide 55 includes a flange 51 which is welded or riveted tothe ex haust stacks, and an additional flange portion 53 which isreversely bent .to form a guide groove 59. Similarly, the cover guide 55includes a flange 55, which is welded or riveted to the exhaust stacks,and an additional flanged portion 6| which is reversely bent asindicated to form .a guide groove .52 facing the guide groove 53. 'Bymeans of these stack cover guides55 and 56, the stack covers 39 aremaintained in proper alignment and against sideways shifting since thegrooves, such as grooves :59 and 52 of the guide members, guide theedges such as edges '53 .and 64 of the stack covers. In addition, the.shaft member 41 passes through and is supported .by a guide bracket 55and the connecting member 45 passes through and is supported by a guidebracket 66. The guide brackets .65 and 56 are constructed and functionin similar manner to the guide brackets I3 previously described.

From the present description, it can be seen that when the controlhandle 54 is pushed until it abuts against the end 61 of hollow pipe :52

the individual stack covers 39 will have been pushed to the right asviewedin Figures 7-9, so that the openings 40 and 4| in each of thesestack covers are out of alignment with the exhaust stack openings 10.Instead, the cover areas 42 and 43 are over these exhaust stack openingsand hence the openings are closed against the entrance of moisture. Whenthe control handle 55 is moved to the left as viewed inFigures '7,-9,the stack covers 39 are also moved to the left to bring the openings .40and 4| of the stack covers 33 into alignment with the exhaust stacl:openings 10, thereby uncovering said openings. The amount by which thecontrol handle 55 is moved depends, of course, upon the diameter ofthese various openings. As an aid, however, to enable the operator toknow when the exhaust stacks are fully uncovered, the end stack cover39, that is the stack cover farthest to the right in Figures 7-9, can beprovided with stops 6.8

attests and 69 which engage the cover guides 55 and 56 when the exhauststacks 38 are fully uncovered. Of course, the distance through which thestack covers have to moveto cover the exhaust stacks can be gauged byhaving the control handle 54 abut against the end 61 of hollow pipe 52when the stack covers have traveled the proper distance.

The universal joints 4B and 49 and the connecting link 50 therebetweenare provided to prevent the shaft member from exerting, during operationof the mechanism, undue strain on the hollow pipe 52 which extends intothe locomotive cab 35. This flexible connection is sufiicient to allowthe shaft member 5| to travel substantially parallel to the axis of thehollow pipe 52 and yet impart a longitudinal thrust upon the shaftmember 41. The universal joints 48 and 49 are generally similar to theuniversal joints I3 described with reference to the modification ofFigures 1-6 of the drawings.

The component parts of our mechanism are chosen for simplicity andruggedness to withstand hard usage and vibration encountered in heavyindustrial use such as would be found in locomotive applications. Thestack covers such as the stack covers l5 or 39 can be made of boilerplate material; the shaft sections, such as sections I! and 41 and theconnecting members 44-46 can be made of standard pipe or rodconstruction; and

the guide brackets such as l3 and B5 and 55 can be made of bar steel.Connections of the various parts to the locomotive and to each other canbe accomplished by welding to provide a rigid and strong constructionwhich will withstand heavy usage.

With our mechanism it is readily possible for the operator of thelocomotive to know, before he leaves the control cab, whether theexhaust stacks are covered or uncovered. If the rotatable type ofmechanism, illustrated in Figures 1-6 of the drawings, is being used,the operator can readily tell whether the exhaust stacks are covered ornot by simply observing the position of the control handle 26. If thishandle is to the right as viewed in Figure 4 of the drawings, theexhaust stacks are covered. Conversely, if it is to the left, as viewedin this same figure, the stacks are uncovered. Similarly, if theembodiment of our invention illustrated in Figures 7-11, is being used,the operator can tell whether the exhaust stacks are covered byobserving whether the control handle 54 is abutted against the end 51 ofhollow pipe 52. Hence, for both embodiments of our invention which wehave disclosed, it is readily possible to observe the positioning of theexhaust stack covers. As previously stated, this makes it unnecessary toclimb up on top of the locomotive to check on the positioning of thesecovers or to apply or remove them.

While our mechanism is particularly adapted for use with a locomotiveand we have so described it, it is also suitable for use with a powerplant construction having at least one exhaust stack extending therefromand a control cab or control location adjacent thereto from which thepower plant is operated. When we say the control cab, we of courseintend to cover any control location having a function similar to thatof a control cab for a locomotive.

Also, we use the term control shaft to designate both the complete shaftassembly and also specific parts of this assembly. For example,referring to the modification illustrated in Figures 1-6 of thedrawings, we use the term control shaft broadly to refer to the entireshaft assemblage 14. For this modification, we use the term morespecifically to refer to the shaft section I! which extends through thehollow tube 23 into the locomotive cab I2 and also to refer to theassemblage of shaft sections which extend along and above the roof ofthe locomotive. Hence, for this more specific use of the term controlshaft, the stack cover mechanism includes two control shafts, the onebeing made up of the shaft sections which are above the locomotive roofand the other being the shaft section which extends into the locomotivecab. Similarly, with respect to the modification of our inventionillustrated in Figures 7-11 of the drawings, we use the term controlshaft to refer broadly to the complete assemblage of connecting rods44-46, shaft 4'1, connecting link 5|], and shaft 5|. We also use theterm specifically to refer to the assemblage above the roof of thelocomotive, this being the connecting rods 44-46 and shaft 41, and torefer to the shaft section 5| which extends into the locomotive cab 35.Hence, for the more specific use of the term control shaft for thismodification, the mechanism contains two shafts, the one being made upof sections positioned above the locomotive roof and the other beingtheshaft section 5| which extends into the locomotive cab 36. We mentionthis usage of the term control shaft merely to clarify the language ofthe claims. By the term control cab we refer to any convenient positionwithin the cab or engine room of the locomotive.

Therefore, while we have illustrated and described particularembodiments of our invention,

we wish it to be understood that -we do not wish to be restricted solelythereto, but that we do intend to cover all modifications thereof whichwould be apparent to one skilled in the art and which come within thespirit and scope of our invention.

We claim as our invention:

1. The combination with a vehicle including a control cab and a powerplant having a plurality of exhaust stacks extending therefrom, of astack cover mechanism comprising a plurality of stack covers slidablebetween two positions, in one of which the exhaust stacks are coveredand in the other of which the exhaust stacks are uncovered, a slidablecontrol shaft, means connecting each of said stack covers to saidslidable control shaft for movement therewith, and means to slide saidcontrol shaft from within the control cab.

2. The combination with a locomotive having a plurality of exahuststacks, of a stack cover mechanism comprising a stack cover for each ofsaid exhaust stacks, an articulated control shaft extending lengthwiseof said locomotive, means rigidly connecting each of said stack coversto said articulated control shaft for swinging movement laterally of thelocomotive about the axis of said shaft, guide brackets attached to theroof of said locomotive, said articulated control shaft being supportedby said guide brackets, and means to rotate said articulated shaft fromwithin the locomotive cab whereby the stack covers are simultaneouslymoved to either cover or uncover said exhaust stacks.

3. The combination with a locomotive having a plurality of alignedexhaust stacks, of a stack cover mechanism comprising a stack cover foreach of said stacks, said stack covers being movable between twopositions, in one of which the exhaust stacks are covered and in theother of which the exhaust stacks are uncovered, a control shaftextending lengthwise of said locomotive, said control shaft having aplurality of sections interconnected by universal joints, means rigidlyconnecting said stack covers to sections of said control shaft forswinging movement laterally of the locomotive about the axis of saidshaft, means attached to the roof of said locomotive for supporting thesections of said control shaft, means to rotate said control shaft from.within the locomotive cab, and means attached to the roof of saidlocomotive for supportin said stack covers when the latter are in stackuncovered position.

4. The combination with a locomotive having a plurality of exhauststacks, of a stack cover mechanism comprising a stack cover for each ofsaid exhaust stacks, shaft members rigidly interconnecting said stackcovers, said shaft members being positioned to extend lengthwise of saidlocomotive, and one of said shaft members extending into the locomotivecab, a control handle attached to said last mentioned shaft member forsliding the shaft members and stack covers between two positions, in oneof which the exhaust stacks are covered and in the other of which theexhaust stacks are uncovered, and means attached to the locomotiveexhaust stacks for guiding the stack covers during movement thereof.

5. A stack cover mechanism for covering and uncovering the stacks of alocomotive or the like comprising a plurality of substantially flatstack covers, a control shaft having a plurality of sections extendinglongitudinally of the locomotive, means rigidly connecting said stackcovers edgewise to sections of said control shaft for swinging movementabout the axis of said shaft as said shaft is rotated, a flexibleconnection between one of said shaft sections and another of said shaftsections, and a handle mechanism attached to one of said flexiblyconnected shaft sections for actuating said shaft sections and saidstack covers simultaneously.

6. A stack cover mechanism for covering and uncovering the stacks of alocomotive or the like comprising a plurality of aligned stack coversmovable between a position covering the openings and a positionuncovering the openings, a plurality of connecting members rigidlyinterconnecting said stack covers to form a rigid assembly of alternateconnecting members and stack covers.

7. A stack cover mechanism comprising a plurality of substantially flataligned stack covers, a control shaft having sections connected at eachend thereof to said stack covers to form a rigid assembly of alternatestack covers and shaft sections, a flexible connection between an endshaft section and its adjacent shaft section, and a control handleattached to said end shaft section for slidably moving said shaftsections and stack covers simultaneously.

8; A stack cover mechanism for a vehicle having a plurality of alignedstack openings in the roof thereof comprising a control rod, a pluralityof cover members rigidly secured to said control rod for positivemovement thereby toward or away from the stack openings, each of saidcover members bein movable from a position completely closing theassociated stack to a position completely opening said stack and atubular guide member passing through an opening in the roof of thevehicle with a weather-tight seal at the opening, said control rod beingformed in sections with a first section journaled in said tubular memberand extending into the cab of the vehicle and a second section carryingsaid cover members and universally connected to said first section.

JOHN W. BOSWELL. HORACE W. WATERS.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,768,748 Day et a1 July 1, 19301,866,626 Day et a1 July 12, 1932 1,965,903 Miller July 10, 19342,075,857 Loef Apr. 6, 1937 2,226,683 Wolf et a1 Dec. 31, 1940 2,336,566Pellnitz Dec. 14, 1943 2,407,506 Milheizler Sept. 10, 1946

